Railway, mine, and trolley switch



Oct. 1, 1940. .1. YASE NKO RAILWAY, MINE, AND TROLLEY SWITCH 2 Sheets-Sheet l I inz'eflir'.

N M /Jakrz ya $8223 0 3 Filed Dec. 14, 1938 NW Q Nu \w ww 1 y mwfi ww Oct. 1, 1940. J. YASENKO 2,216,578

RAILWAY, MINE, AND TROLLEY SWITCH Filed Dec. 14, 1938 2 Sheets-Sheet 2" java/Q 07 I Jakizyaserzfw Patented Oct. 1, 1940 UNIT D STATES PATENT .oFFIcE 3 Claims.

The inventionrelates to switches of railways and the like, on which vehicles having steel tires are transported, the invention having for its primary purpose to' provide a construction of switch from a main line. railway wherein means are provided for eliminating undulating motions thereof as rolling stock is transported thereover, thus preventing loosening of fish plates and the like, which are attendant in'switch construction.

Another object is to provide an improved railway switch with meansffor preventing vibrating shoclrs as the ,rolling. stock or cars are transported thereover.

,A further object is to provide a railway switch which is of a construction wherein the inner disposed rails of the four rails of the switch are disposed on a plane higher than the outer disposed rails.

A still further object of theinvention is to provide the switch with improved supporting plates for the rails.

With the foregoingand other objects in view which will appear as the description proceeds, my invention resides in the combination and ar- 0 rangement of parts and in the details of construction hereinafter described and claimed, it being understood that changes may be made within the scope of what is claimed without departing from the spirit of the invention.

An embodiment of the invention is illustrated in the accompanying drawings, wherein- Figure 1 is a plan elevation of a portion of the main line of a railway showing this improved switch applied thereto.

Figure 2 is a side elevation of Fig. 1.

Figure 3 is an enlarged plan elevation of a switch point supporting plate.

Figure 4 is an enlarged side elevation of the supporting plate shown in Fig. 3. V

Figure 5 is an enlarged transverse sectional elevation taken approximately on the line 5-5 of Fig. 1.

Figure 6 is an enlarged plan elevation of another form of supporting plate to'be used on steel ties.

Figure 7 is an enlarged side elevation of the supporting plate shown in Fig. 6.

I Figure 8 is an enlarged plan elevation of an other switch point supporting plate to be used on wood ties.

Figures 9, 10 and 11 are enlarged plan elevations of respective supporting plates which are to be applied when steel ties are used for supporting the rails.

drawings, the main rails 20 and 2] are adapted to be mounted on usual spaced wooden ties or sleepers 22 and in forming a switch construction on the lines of this invention, the main rail 2| is divided to provide an alining section 23 having a switch point 24 at one end and a switch frog 25 at its opposite end and continuous with the main rail 2| is ac'urved inner turn-out rail'secv tion 26. a

Adapted to cooperate with the switch point 24 is another switch point 21 and extending therefrom to the switch frog is a curved'outer turnout rail section 28, and continuing from the frog 25 in curving alinement with the rail section 28 is a rail 28a which is a continuance of the rail section 28.

For supporting the free ends of the switch points 24 and 21 and respective main rails 21 and 20, is a plate 29 which is secured on the tie 220, said plate being shown in Figs. 3 and 4 and cornprises a base portion 30 which is adapted to be engaged beneath respective main rails 2| and 20, and said plate having a pointed portion 3| which engages wedge of respective main rail flanges, a raised portion 32 on which the switch points 24 and 21 are cooperably mounted, and said raised portion having oppositely disposed inclined surfaces 33 and 34.

Connected to the switch points 24 and 21 adjacent the tie 22a is a bridle 35 having a raised intermediate portion 36 (Figs. 15 and 16), and upon which the switch points are mounted and secured.

Secured on the tie 22b beneath respective 5 switch points 24 and 21 and respective main rails 21 and 20, is a supporting plate 31 (Fig. 8) having a longitudinally extending groove 38 formed in a raised portion 39, respective switch points being mounted on respective raised portions 39, 5 and respective main rails 2| and 20 being disposed at one end of respective raised portions on the base 40 which is on a plane lower than the raised portion 39 approximating the thickness of the main rail flange.

The switch points 21 and 24 are joined with respective rail sections 28 and 23 on the tie 22c and at this point of connection, plates 4| such as shown in Fig. 5, are used for supporting respective switch points and respective main rails 2| and 20. Each of the plates 4| comprises a pair of rail seating portions 42 and 43, the seating portion 42 being disposed on a plane lower than the seating portion 43 approximating the thickness of the rail flange of the rail as used as the diiference in elevation of said seating portions so that respective main rails 2| and 20 which are mounted on the seating portions 42 will have' their treads or wheel contacting surfaces lower thanare the treads of respective switch points.-

Lips 44 are provided on the plate 4| for overengaging portions of the flanges of respective rails and switch points.

The raised portion 39 of respective plates 31 on which respective switch points 24 and 21 are mounted and a portion of each plate 4| on which the inner end or heel of respective switch points are engaged, are inclined to give the rail tread of each switch point an upward inclination extending from the free end of each switch point to the inner ends thereof. 7

Similar plates 4| which may he graduated in length are secured on a plurality of succeeding ties designated as 22d, to the right of the tie 220 as shown in Fig. 1, the rail seating portions and 43 of said plates however, being level anddisposed in the respective horizontal planes as shown in Fig. 5, so that the rails 20, 2| and rail section 25 will be maintained at a level lower than the rail sections 23 and 28.

.The succeeding ties 22e which are disposed to the right of the ties 22d will have secured thereon, plates 45 as shown in Fig. 1, for the support of the rail sections 23 and 28 and the frog25, said plates being of uniform thickness and of the thickness of the seating portion 43 of respective plates 4|, and consequently these rail sections 23 and 28 from the tie 220 to the frog 25 will be maintained at the same level.

The switch points 24 and 21 which are each supported on respective plates 29, 31 and 4|, are disposed to have their treads upwardly inclined from the outer swinging ends thereof to the inner or heel ends where they join with respective rail sections 23 and 28, said rail sections 23 and 28 being elevated to the height of the approximate thickness of a rail flange above the main rail 20 and the rail section 26 by reason of them being supported on the higher rail seating portion 43 of respective plates 4| and the succeeding plates 45 which are of uniform thickness and of the thickness of the seating portion 43 of the plates 4|.

The rail sections 23 and 28 are on the approximate same level and on a plane of the approximate thickness of a rail flange higher than are the main rails 20 and 2| and the rail section 26 and they maintain this higher plane level from where their respective switch points 24 and 21 connect to and through the switch frog 25. The switch points 24 and 21 are preferably gradually upwardly inclined and the rail sections 28a and 41 which lead from the switch frog are inclined downwardly for a distance approximating that of the length or distance of upward inclination given to the switch points 24 and 21 so that after a switch has been passed by rolling stock transported thereover or a switch operation has been than the treads of the wheels engaging the rail section 26, the flanges of the outer disposed wheels on the rail section 28 will be moved free of said rail section and the point 48 of the switch frog 25 by the shifting of the load thrust toward the rail section 26, so that there will be no binding or grinding of the wheel flanges on the outer rail section 28, nor'willthere be any striking of the wheel flanges on the frog point 48, and consequently the wear on the insidaof the ball of the rail section 28 and the frog point will be minimized and/or eliminated. Obviously, if'cars 'are being moved onto the main line from the switch,the tread portions of the outer wheels of the cars will be elevated 'above the inner disposed wheels whereby the flanges of the outer disposed wheels will be free of rail engagement and in the instance ofcars passing, the switch on the main line, the wheels on the'side of the rolling stock traversing the rails'ec'tion 23, will be elevated so that the flanges of the wheels'on this rail will be free of rail engagement and of frog point engagement, thus providing iorrolling stock'to traverse the main line through switches or to take switches without pounding and consequent less vibration.

' In the use of supporting plates shown in Figs. 6 and 7 and 9 to 14 inclusive, and Fig. 17 for steel ties, securing support for these plates on the ties by bolting will not likely be necessary as they may be formed as an integral part of respective steel ties or welded thereto.

The pointed portion 3| of respective plates 29 and the groove 38-of respective plates 31, on which respective switch points are operably mounted, provide for the freeing of snow and debris which may tend to accumulate between respective switch points and respective main rails and the raised portion 32 having oppositely disposed inclined surfaces 33 and 34 provides for respective switch points being positioned on each side of respective raised portions 32 and there held against inadvertent displacement by said raised portions.

While I have described one embodiment of my invention with some particularity, obviously many other embodiments thereof may occur to those skilled in the art to which it appertains. I, therefore, do not limit myself to the precise details described, but claim as my invention all variations and modifications coming within the scope of the subjoined claims.

What I claim is:

1. In a railway, the combination of a pair of main rails and a pair of inner and outer tumout rail sections, a switch frog intersecting the outer turn-out rail section and one of said main rails, said outer turn-out rail section and said switch frog intersected main rail each having a cooperating switch point and having their treads and the tread of said switch frog disposed on higher horizontal planes than are the treads of said inner turn-out rail section and said other main rail, said switch points having their treads inclining upwardly from their free ends to the planes of the higher disposed treads of said switch frog intersected main rail and said outer turn-out rail section.

2. In a switch, the combination of a pair of main rails, a switch frog, and a pair of turn-out rails, said switch frog being joined with one of said turn-out rails and one of said main rails and said last mentioned rails having their treads disposed on a plane higher than the other said rails of said pairs of rails, and a respective switch point joining each of said switch frog joined rails, said switch points having their treads inclining upwardly from their free ends to said rails with which they are joined.

3. In a railway, the combination of a pair of main rails and a pair of inner and outer turn-out rail sections, said outer turn-out rail section having a switch frog intersecting one of said main rails, said outer turn-out rail'section and said main rail that intersects said switch frog each having a cooperating switch point and having their treads and the tread of the switch frog disposed on higher horizontal planes than are the treads of said inner turn-out rail section and said other main rail, said-switch points having their treads inclining upwardly from their free ends to the planes of the higher disposed treads of said outer turn-out rail section and saidswitch frog intersected main rail, said outer turn-out rail section and said switch frog intersected main rail having their treads downwardly inclined beyond the switch frog'to the approximate level of the treads of said inner turn-out rail section and said other main rail.

JOHN YASENKQ. 

